Abstract: The conductive adhesive includes a thermosetting resin (A) and a conductive filler (B), and has a loss modulus at 200° C. from 5.0×104 Pa to 4.0×105 Pa.

Abstract: A conductive adhesive contains a thermosetting resin (A), a conductive filler (B), and a filling-performance improver (C). The thermosetting resin (A) contains a first resin component (A1) having a first functional group, and a second resin component (A2) having a second functional group that reacts with the first functional group. The filling-performance improver (C) contains an organic salt. The conductive adhesive contains from 40 to 140 parts by mass of the filling-performance improver (C) relative to 100 parts by mass of the thermosetting resin.

Abstract: A conductive adhesive contains a thermosetting resin (A), a conductive filler (B), and a filling-performance improver (C). The thermosetting resin (A) contains a first resin component (A1) having a first functional group, and a second resin component (A2) having a second functional group that reacts with the first functional group. The filling-performance improver (C) contains an organic salt. The conductive adhesive contains from 40 to 140 parts by mass of the filling-performance improver (C) relative to 100 parts by mass of the thermosetting resin.

Abstract: The conductive adhesive includes a thermosetting resin (A) and a conductive filler (B), and has a loss modulus at 200° C. from 5.0×104 Pa to 4.0×105 Pa.

Abstract: A non-contact IC control unit 203 reads information, which is acquired and stored by a non-contact IC 202 via short-distance communication with a reader/writer 206, each time an interrupt is received from a timer unit 207 and, if data that is read includes new function limiting information on a mobile phone, outputs an interrupt signal and the function limiting information to a CPU 201, and the CPU 201 places function limitations on the miscellaneous-module peripheral unit 205 according to the received function limiting information. If the function limiting information indicates that the power of the mobile phone should be turned off, the CPU 201 turns off the power supplied to the miscellaneous-module peripheral unit 205 and, at the same time, changes over the CPU 201 itself to a dormant state except the function that accepts an interrupt signal.

Abstract: In a departure standby state in which a transmission is shifted to a drive stage and a mechanical clutch is disengaged, if a vehicle speed is greater than or equal to a predetermined value, the transmission is shifted to the neutral, and then the mechanical clutch is engaged. Then, it is determined whether the transmission is being rotated in reverse or not based on a rotational fluctuation on the driving side or the driven side in the process for engaging the mechanical clutch. When an accelerator pedal is pressed down at an angle greater than or equal to a predetermined angle, or when a gear shift instruction is input from the shift lever, if the transmission is being rotated in reverse the transmission is inhibited from being shifted to the drive stage, while if the transmission is not being rotated in reverse the transmission is shifted to the drive stage according to the pressed down state of the accelerator pedal, or a gear shift in instruction.

Abstract: In a departure standby state in which a transmission is shifted to a drive stage and a mechanical clutch is disengaged, if a vehicle speed is greater than or equal to a predetermined value, the transmission is shifted to the neutral, and then the mechanical clutch is engaged. Then, it is determined whether the transmission is being rotated in reverse or not based on a rotational fluctuation on the driving side or the driven side in the process for engaging the mechanical clutch. When an accelerator pedal is pressed down at an angle greater than or equal to a predetermined angle, or when a gear shift instruction is input from the shift lever, if the transmission is being rotated in reverse the transmission is inhibited from being shifted to the drive stage, while if the transmission is not being rotated in reverse the transmission is shifted to the drive stage according to the pressed down state of the accelerator pedal, or a gear shift in instruction.

Abstract: An automatic shifting-operation control system having an engine control unit that controls the operation of an engine by a signal of an intake air amount detected by intake air amount detecting unit which detects an intake air amount of an engine, and which includes one or both of a vehicle speed limiting function for reducing a fuel injection amount to suppress a driving speed of a vehicle to a speed equal to or less than a predetermined limited value, and a cruise control function for setting the driving speed of the vehicle to an optional constant speed capable of allowing an automatic cruise of the vehicle, and a transmission control unit configured to control a transmission in accordance with a driving state of the vehicle.

Abstract: An automatic shifting-operation control system having an engine control unit that controls the operation of an engine by a signal of an intake air amount detected by intake air amount detecting unit which detects an intake air amount of an engine, and which includes one or both of a vehicle speed limiting function for reducing a fuel injection amount to suppress a driving speed of a vehicle to a speed equal to or less than a predetermined limited value, and a cruise control function for setting the driving speed of the vehicle to an optional constant speed capable of allowing an automatic cruise of the vehicle, and a transmission control unit configured to control a transmission in accordance with a driving state of the vehicle.

Abstract: In an automatic transmission control system, an operating amount of a throttle due to a driver's depression of an accelerator pedal is detected, and the rotating number of an engine suitable for the detected throttle operating amount is detected. The automatic transmission control system includes a shift map defined by the throttle operating amount and the engine rotating number. The actuation of upshift or downshift of a transmission is automatically controlled based on the shift map. The driver can be informed of a point where a shift map is switched by a depression operation of the accelerator pedal so that generation of unnecessary downshift and delay of upshift are prevented to allow a vehicle to be efficiently driven.

Abstract: An automatic start control apparatus of a vehicle having a function to automatically start the vehicle and not performing switching of a starting mode to a manual starting mode only by depression of a clutch pedal, but switching the starting mode to the manual starting mode upon operation of an accelerator pedal together with the clutch pedal thereby enhancing operability of automatic starting of the vehicle.

Abstract: In an automatic transmission having a clutch and a gear type transmission, a control unit for inputting detected signals from the operating condition detecting device, and outputting control signals to the gear changing device and the clutch drive device based on the detected signals. The control unit determines whether a stop intention condition of a driver is satisfied or not, and performs first gear change control for, if the stop intention condition is determined to be satisfied, disengaging the friction clutch and changing the gear type transmission to a neutral position, and second gear change control for, when an accelerator opening becomes greater than or equal to a predetermined value, after the friction clutch is disengaged and the gear type transmission is changed to the neutral position by the first gear change by the first gear change control, changing the gear type transmission to a gear according to a vehicle speed, and engaging the friction clutch.

Abstract: In an automatic transmission control system, an operating amount of a throttle due to a driver's depression of an accelerator pedal is detected, and the rotating number of an engine suitable for the detected throttle operating amount is detected. The automatic transmission control system includes a shift map defined by the throttle operating amount and the engine rotating number. The actuation of upshift or downshift of a transmission is automatically controlled based on the shift map. The driver can be informed of a point where a shift map is switched by a depression operation of the accelerator pedal so that generation of unnecessary downshift and delay of upshift are prevented to allow a vehicle to be efficiently driven.

Abstract: An automatic start control apparatus of a vehicle having a function to automatically start the vehicle and not performing switching of a starting mode to a manual starting mode only by depression of a clutch pedal, but switching the starting mode to the manual starting mode upon operation of an accelerator pedal together with the clutch pedal thereby enhancing operability of automatic starting of the vehicle.

Abstract: A drive torque of a vehicle drive wheel is controlled so that a slip ratio between the drive wheel and a road surface is equal to a target value. A determining function of which the sign varies when the slip ratio is equal to the target value, and a switching function comprising a time integral of the determining function, are set, and the drive torque target value is set such that it is directly proportional to the switching function. Alternatively, the drive torque target value is set based on the switching function which is set equal to the determining function and corrected based on an angular acceleration of the drive wheel.

Abstract: In an antilock brake device, a determining function of which the sign varies when a wheel slip ratio is identical to a target value, and a switching function comprising an integral term which is a time integral of the determining function, are set, and a brake torque target value is determined so that it is proportional to the switching function. Alternatively, the brake torque target value computed according to the determining function is corrected according to a wheel angular acceleration. In this way, a brake torque or the wheel slip ratio between a road surface and tires is precisely controlled.

Abstract: In an apparatus for controlling the braking force applied to the wheels of a vehicle, the braking force required for the vehicle is calculated according to a brake pedal depression amount and the weight of the vehicle. This braking force is allocated to the wheels, according to static loads acting on the wheels which vary according to the vehicle loading conditions. Alternatively, the forward/backward acceleration of the vehicle and sideway acceleration of the front and rear axles are detected, dynamic loads acting on the wheels are calculated from the static loads and these accelerations, and the braking force is allocated according to these dynamic loads. Preferably, the roll angles of the front and rear axles are respectively detected, and the detected sideways accelerations are corrected based on these angles. By way this braking force control, braking force can be optimized according to the loading conditions in commercial vehicles, such as trucks, where wheel load conditions largely vary.

Abstract: A control system for an automatic transmission is disclosed. The control system features detecting output shaft torque, evaluating a pattern of variation detected of the output shaft torque during shifting, scheduling a variation of fluid pressure to be supplied to a friction element in response to the result of evaluation, and regulating a fluid pressure supplied to the friction element in response to the variation of fluid pressure scheduled.